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Train running safety on non-ballasted bridges
KTH, School of Architecture and the Built Environment (ABE), Civil and Architectural Engineering, Structural Engineering and Bridges.ORCID iD: 0000-0003-2372-5234
KTH, School of Architecture and the Built Environment (ABE), Civil and Architectural Engineering, Structural Engineering and Bridges.ORCID iD: 0000-0002-8926-2140
KTH, School of Architecture and the Built Environment (ABE), Civil and Architectural Engineering, Structural Engineering and Bridges. KTH, School of Engineering Sciences (SCI), Centres, The KTH Railway Group.ORCID iD: 0000-0002-5447-2068
(English)Manuscript (preprint) (Other academic)
Abstract [en]

The train running safety on non-ballasted bridges is studied based on safety indices from the vertical wheel–rail forces. A 2D train–track–bridge interaction model that allows for wheel–rail contact loss is adopted for a comprehensive parametric study on high-speed passenger trains. The relation between bridge response and vehicle response is studied for more than 200 theoretical bridges in 1–3 spans. The bridge's inuence on running safety and passenger comfort is differentiated from the influence of the track irregularities. The Eurocode bridge deck acceleration limit for non-ballasted bridges is 5 m/s2 based on the assumed derailment risk at 1g from wheel–rail contact loss. This study shows that the running safety indices are not compromised for bridge accelerations up to 30 m/s2. Thus, accelerations at 1g do not in itself lead to contact loss and there is potential to enhance the Eurocode safety limits for non-ballasted bridges.

Keyword [en]
railway bridge, slab track, deck acceleration, train–track–bridge interaction, wheel–rail force, running safety
National Category
Infrastructure Engineering
Research subject
Civil and Architectural Engineering
Identifiers
URN: urn:nbn:se:kth:diva-225112OAI: oai:DiVA.org:kth-225112DiVA, id: diva2:1194144
Note

QC 20180403

Available from: 2018-03-29 Created: 2018-03-29 Last updated: 2018-04-03Bibliographically approved
In thesis
1. Train–Track–Bridge Interaction for the Analysis of Railway Bridges and Train Running Safety
Open this publication in new window or tab >>Train–Track–Bridge Interaction for the Analysis of Railway Bridges and Train Running Safety
2018 (English)Doctoral thesis, comprehensive summary (Other academic)
Abstract [en]

In this thesis, train–track–bridge interaction (TTBI) models are used to study the dynamic response of railway bridges. A TTBI model considers the dynamics of the train in addition to that of the track–bridge system. The TTBI model enables the assessment of train running safety and passenger comfort. In the bridge design stage, a moving force model is instead typically used for the train load. The main aim of this thesis is to use results from TTBI models to assess the validity of some of the Eurocode design criteria for dynamic analysis of bridges.

A 2D rigid contact TTBI model was implemented in ABAQUS (Paper II) and in MATLAB (Paper III). In Paper V, the model was further developed to account for wheel–rail contact loss. The models were applied to study various aspects of the TTBI system, including track irregularities. The 2D analysis is motivated by the assumption that the vertical bridge vibration, which is of main interest, is primarily dependent on the vertical vehicle response and vertical wheel–rail force.

The reduction in bridge response from train–bridge interaction was studied in Papers I–II with additional results in Part A of the thesis. Eurocode EN 1991-2 accounts for this reduction by an additional damping Δζ. The results show that Δζ is non-conservative for many train–bridge systems since the effect of train–bridge interaction varies with various train–bridge relations. Hence, the use of Δζ is not appropriate in the bridge design stage.

Eurocode EN 1990-A2 specifies a deck acceleration criterion for the running safety at bridges. The limit for non-ballasted bridges (5 m/s2) is related to the assumed loss of contact between the wheel and the rail at the gravitational acceleration 1 g. This assumption is studied in Paper V based on running safety indices from the wheel–rail force for bridges at the design limit for acceleration and deflection. The conclusion is that the EN 1990-A2 deck acceleration limit for non-ballasted bridges is overly conservative and that there is a potential in improving the design criterion.

Place, publisher, year, edition, pages
Stockholm: KTH Royal Institute of Technology, 2018. p. 59
Series
TRITA-ABE-DLT ; 186
Keyword
dynamics, railway bridge, bridge deck acceleration, train–bridge interaction, vehicle model, wheel–rail force, running safety
National Category
Infrastructure Engineering
Research subject
Civil and Architectural Engineering
Identifiers
urn:nbn:se:kth:diva-225117 (URN)978-91-7729-714-7 (ISBN)
Public defence
2018-05-04, Kollegiesalen, Brinellvägen 8, Stockholm, 13:00 (English)
Opponent
Supervisors
Note

QC 20180403

Available from: 2018-04-03 Created: 2018-03-29 Last updated: 2018-04-03Bibliographically approved

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Arvidsson, ThereseAndersson, AndreasKaroumi, Raid

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